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A L L A M J AUTOMATIC RAILROAD CROSSING SIGNAL. No. 368,368.

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AUTOMATIC RAILROAD CROSSING SIGNAL.

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No. 368,368. Patented Aug. 16, 1887.

UNITED STATES PATENT Erica.

JOHN M. ALLAN, OF LAKEXVOOD, ASSI GNOR OF TVVO-THIRDS TO BENJAMIN F.LEE, OF TRENTON, AND ANDREW J. SEARING, OF MONMOUTH, NEW- JERSEY.

AUTOMATIC RAILROAD-CROSSING SIGNAL.

SPECIFICATION forming part of Letters Patent No. 368,368, dated August16, 1887. Application filed May 3, 1886. Serial No. 200.084. (No model.)

To all whom, it may concern.-

Be it known that I, JOHN M. ALLAN, a citizen of the United States,residing at Lakewood, in the county of Ocean and State of New Jersey,have invented a certain new and useful Improvementin AutomaticRailroad-Crossing Signals, of which the following is a specification,reference being had therein to the accompanying drawings.

[0 The object of this improvement is a dangersignal forrailroad-crossings, and suitable means for automatically operating thesame upon the approach and passage of a train for notifying passengersalong roads intersecting the track of the approach of a train. Theseresults are attainable by the mechanism illustrated in the drawingsherewith filed as part hereof, in which the same letters of referencedenote the same parts in the different views.

Figure l is a sectional representation of a railroad, an automaticdangersignal, and

operating mechanism embodying the features of my improvement. Fig. 2 isa similar representation showing the position of the parts as operatedby the approaching train and in position to be reset by thepassingtrain. Fig. 3 is a plan view more fully illustrating the constructionand relation of the parts. Fig. 4. is a sectional representation of arailroad, 0 my improved signal-operating mechanism, and alocomotivetender provided with a special attachment for operating myimproved signal mechanism. Fig. 5 is a perspective representation of thedevice attached to the 5 tender-truck for engaging with and operatingthe sigualoperating mechanism.

A A A represent track-tics; B B, trackrails.

O is a box or easing rigidly secured to the track-ties A adjacent to thesignal-inclosing box or case F F F, of which the part F is a door, whichis shown open in Fig. 1 for the purpose of showing the interiormechanism thereof.

The box 0 is secured to the lies by being let into the same, as shown,or by any other suitable means.- The ties A A are of extralength on theside of the track to which the box 0 is affixed. Immediately adjacent tothe box 0 is a small platform, 0, secured to the ties A, for a purposehereinafter explained.

D is a box or casing secured to the ties A A in the same manner as thebox 0 is secured to the ties A A, and d is a small platform scoured tothe ties A immediately adjacent to 5 5 the box D. Immediately beneaththe box D there is a recess, 1), which is secured against the receptionof extraneous matter from above and below the track by the platform dand by the piece or fender d, fixed to the bottom of the ties A.

O is a cam pivotally fixed to the box 0 bya transverse pin, 0". The topof the cam C is provided with a sheet-metal attachment, 0', for thepurpose of projecting over the sides of the box 0 and preventing theadmission of snow or rain into the same.

D is a cam pivotally fixed to the box D by a transverse pin, (i The topof the cam D is provided with a sheet-metal attachment, d", which isbent to conform to the outline of the box and arranged to project overthe sides thereof and prevent the admission of rain or snow into thesame.

The camboxes O and D are secured to the 7 ties A A and A A as near aspracticable to the track-rails, as more fully shown in Fig. 3, for apurpose hereinafter explained.

G is a rod or shaft fixed to the platform 0 by journal-boxes g g, orother suitable means, So and extended from the interior of the box 0 tothe interior of the signal-box F. At its end within the box 0 it isprovided with a crank,

0, having a friction-roller at its end, as shown, and arranged to engagethe cam 0 At its end within the signal-box F it is provided with cranksO C,fixed to the shaft G at an angle to each other and to the crank O,substantially as shown in Fig. l.

The crank O is suitably secured by means 0 ofa bar, J, to an extensibleframe, K, commonly called lazy-tongs, which is suitably connected at itsupper end by means of a bar or plate, K,with the signal proper,L,whichis pivotally suspended in the inclined part F of 5 the signal-box, asindicated at L.

L is a metal weight fixed to the inner or lower end of the signal L,which is made of gaged by the inner end of the signal and set to ringingwhen the latter is adjusted.

H is a rod or shaft fixed to the platform d by journal-boxes h h, orother suitable means, and extended from the'interior of the box D to apoint in line with the crank-arm Oifixed to the rod or shaft G, extendedfrom the interior of the box 0 to the signal-box F. At its end,

3 with and move between flanged plates is, fixed within the box D, it isprovided with a leverarm, E, having a friction-roller at its end, as sglown, and arranged to engage with the cam lever-arm, E, fixed thereto ina perpendicular position, as shown in Fig. 1.

P is a wire rope or chain fixed to the crank 0 and connected thencethrough roller-standards R, fixed to the track-ties at suitabledistaices, with the lever-arm E, as shown in Figs. 1, 3.

The upper and lower ends of -the extensible frame or lazy-tongs K areprovided with bolts 70, having slotted heads arranged to engage to therear side of the signal-box, and hold the lazy-tongs Kin proper relativeposition with the signal Land vcrank C. The outer edge of the signal isprovided with a strip of sheet-rubber, Z,which is sufficiently extendedlaterally from the body of the signal L to engage with the adjacentsides of the signal-box, and by closing the'same thoroughly exclude theentrance of snow or rain into the box.

Referring to Figs. 4 and 5, S represents a locomotive tender. S. S S isthe device affixed to the truck for engaging with parts of and operatingthe signal mechanism. I The construction of the device S S S is morefully illustrated in Fig. 5. S is abifurcated curved bar or arm fixed tothe truck-frame, and provided at itslower ends with angularupwardlyinclined slots for the reception of an axial pin of a disk orfrietionroller, S. S is alight spring fixed to the sides of the arm S inposition to engage with the axial pin of the friction-roller S when thelatter may be adjusted out of the position shown, as hereinafterexplained, and facilitate its return thereto.

At the approach of atrain the roller S will engage the cam D.Theposition of the roller will be secured by the horizontal part of theslot in the arm S, and the cam D will be forced downward against thecrank E, connected through lever E with the cranks G O 0 through therope or chain P and shaft G. The downward movement of the lever E, thatwill be caused by the inward action of the At its outer end it isprovided with a cam D, will give a corresponding movement to the cranksE 0* C .and an upward movement to the cranks O, which will elevate thecam G, as shown in Fig. 2. The downward action of the crank 0, connectedto the extensible frame K through the bar or plate J, will cause theframe to elongate and operate the signal L, which will take the positionshown in Fig. 2, and also engage and put in motion the bell N, whichwill notify by its ringing travelers approaching the track,who may notbe looking toward the track or see the signal at danger, indicating theapproach of the train, and when the tender passes the signal-box theroller S will engage the cam O in the same manner as the cam D, and byreturning the cranks O O O to the position shown in Fig. 1 through theengagement of the cam O with the crank G, which will be caused by theengagement of the roller S and the cam O, the signal L and all theconnect ing parts will be returned to the position shown in Fig. 1. l

The cushion L, fixed to the signal-box,will prevent the end of thesignal L from striking the case or box F with sufficient force to injureit, and the weight L, at its inner end, will also operate to preventviolent and injurious action of the signal during the outward and inwardmovement of the latter.

The cam D, casing D, and connectingcranks E E are to be located at asufficient distance from the signal-box F to give timely warning of theproximity of an approaching train, in the manner described. 4 Havingexplained'the features of my improvement, what I claim as new, anddesire to secure by Letters Patent, is-

1. The combination, in a' railwaysignal, with the pivoted cams O and D,cranks O (3 0* E E, rod or rope P, and bar J, of the lazytongs K,carrying the sign-board L, all constructed and arranged substantially asand for the purposes described and shown.

2. The combination, in a railway-signal, with the lazy-tongs K andmechanism, substantially such as deseri bed, for operating said tongs,and frame F F F, of the sign-board L, pivoted to the frame F, as atL,with weighted end L, and secured to the top end of said lazy-tongs, asdescribed and shown, for the purposes specified.

3. Inarailway-signal, the eombination,with the lazy-tongs K, bar J, andconnecting-rod P, of the inelosed box or case 0, cam 0, having a cover,0, and cranks O 0 0*, pivoted therein and connected with the bar J androd P, substantially as described and shown, for the purposes specified.

In testimony whereof I affix my signature in presence of two witnesses.

JOHN M. ALLAN.

Witnesses:

CHARLES G. DICKINSON, ,E. H. SWEENEY.

